Means for controlling the movements of a vehicle on a line of way or railway.



N0. 836,120. PATENTED NOV. 20, 1906.

P. E. KINSMAN.

MEANS FOR CONTROLLING THE MOVEMENTS DE A VEHICLE ON A LINE OF'WAY' 0B. RAILWAY.

APPLICATION FILED MAR. 6, 1905.

3 SHEETS-SHEET 1' IT0. 836,120. PATENTED NOV. 20, 1906.

, P. E. KINSMAN.

MEANS FOR CONTROLLING THE MOVEMENTS 9P A VEHICLE ON A LINE OF WAY 0R RAILWAY.

APPLIGATION FILED MAE. 6, 1905.

3SHEETS-SHBET No 836,120. PATENTED NOV-20, 1906.

R'BQKI s AN.

MEANS FOR CONTROLLING THE MO EMENTS 0m VEHICLE 0N A'I'LLINE [OP WAY 0s RAILWAY.

- APPLICATION FILED MAE. 6, 1905.

s SHEETS-$HBET a 2 5 such manual'controller or throttle-lever-when UNITED STATES [PATENT curren- FRANK E. KINSMAN, or PLAINFIELD, NEW JERSEY..- MEANS FOR commune THE MOVEMENTS or A VEHICLE ON A LINIEOF WAY R RAILW Y.

Y No. 836,120.

Specification of Letters Patent.

Patented Nov. 20, 1906.

Application filed llllarch 6,1905. Serial No. 248,532.

To aw whom it maiy'concerni- Be itknown that I, FRANK E. KINSM N, a citizen of the United States, and'a resident of Plainiield, in the county of- Union and State of New Jersey, have invented certain new and useful Improvementsin Means for Controlling the Movements of a Vehicle on 'a Line of Way or Railway, of which the following is a specification.

This invention relates to means forcontrolling the movements of a vehicle one line of way or railway, and especially to a system- I for automatically controlling and stopping the movement of a locomotive or other vehi- .cle when there isa danger conditionahead of the same, the present invention being especially designed and intended as an improvem ent upon the. automatic train-stopping system disclosed in prior patents granted to me.

One oftheprincipal objects of this inven-v tion is'to provide controlling apparatusin which an element of the-automatic controlli'n means'is normally connected to amanua controller, such as the throttle-lever of an or"-' dinary locomotive, butis releasable from there is anautomatic or emergency 0' eration of the controlling'means as the resu t of the presence of such a danger condition on the line. In connection with an automatic con'-. trollingdevice of this typel also make use of" suitable means for resetting the automatic controlling means either after the vehicle-has been stopped or after the. engineer or motorman has'decided that he can safely proceed In using automatic controlling: or train stopping apparatus ofthe general type dis-- closed herein and in my prior patents it is important to make use of some means for recording theoperat on's of the automatlccon,

V trolling means, and thereby obtaining a permanent'record of the conditions'at diiierent 1 points on a railway traversed by a vehicle or This record should include notonly.

train. an indication of thefact that one or more appl cationsof the automatic controllmg'means have occurred and that there have been no applications of the automatic controlling means at other points, but also thetim'e'at" which such automatic controlling action or actions occur and the length'of time elapsing before the resetting of the automatic controllingmean's in its normal. position. This record, showing the length of time between 'the operation of the, automatic controll ng: A1

from responsibility if he proceeds with his construction'as to be capable of instant actuation by the engineer or motorman, and the operation. of the recording mechanism is therefore not only governed by but very store the automatic controlling means to its normal condition-when the condition of the track is such as to render it safe for the engineer to operate such resetting mechanism and proceed Without bringing his train to a full stop." It has beenfound in practice that this is one of the essential conditions of railroading where trains are operated at high 1 speed under short headway and that when trains are so operated it is of the utmost importance that the engineer or motorman shall be permitted to proceed the instant it is 'safefor him to do so after stoppingor to proceed under reduced speedwithout stopping at all if it-is'safe for him to do so, as is frequently'the. case. In all such cases, while the engineer or motorman is relieved of-practically all responsibility so .far as the controlling of his train by a danger condition on the line 15 concerned, he is not relieved train before it is safe for him to do so; By means of my improved recording mechanism a" permanent record will be made not onlyofthe factthat' the'automatic controlling means has been operated as the result ofthe presence of a danger condition on the line, but also of the time at which such automatic actiori occurs, and the length of such record will indicate just how long aperiod of time elapses between the application of the automatic controlling means and the resetting thereof. The record made on the re cording medium may also be of such a character as to discloseeveryfact necessary to determine not only when such automatic action takes place and when the resetting occurs, but also the exact point on the line at which these time separating them, the distance traversed I by the train during'suchinterval, and the al 1 proximatespeed of thesame, &c but t e not described or claimed rein, as they conn st itute subject matter of another application .Which will shortly be filed by me.

' .Other'featuresjof my invention hot herein 1 f 'f dt 11b m -1 oe olere erre ow e,.. na er (cscn we means and the resetting thereof, is very much I modified when the resetting means is of such greatly modiiiedby resetting means capable I I of being operated without loss of time to reactions are effected, the exact interval of me'ansifor --accomplishing1 these results are and claimed and are illustrated in the accompanying drawings, in -which Figure "1 is asectional side elevation of a portion of a locomotive-cab, illustrating my present invention adapted for use with a compressed-air-brake system and shows the automatic controlling means in the normal position. Fig. 2 is a similar view'illustrating the automatic co rolling means in its Working position wi the brake system open to the atmosphere and the steam cut off. Fig. 3 is a sectional rear elevation of a portion of said locomotive-engine, illustrating a short circuit on the Vehicle and traveling contact-makers ooacting with track contacts for governing the operation of the automatic controlling means on the vehicle. Fig. 4 is a diagram of a portion of the railway-track controlled by an electrical block system embodying means track for stopping the movement of a vehicle.

governed by a danger condition on such .or train. Fig. 5 is an enlarged detail illustrating in sectional plan the latch or releasable element of the automatic controller in engagement with the manual controller or throttle-lever. I

Similar characters designate like parts in all the figures of the drawings.

Referring particularly to Figs. 1 and 2, I

have illustrated in these views automatic controlling means on a locomotive engine for shutting off the power and applying the brake or brakes of an air-brake system when there is adanger condition ahead of the vehicle, and I have also illustrated in these views resetting means governed by a manual controller, which is in this case, the throttle-lever,

' for restoring the automatic controlling means to a normal position in readiness for stopping the trainagain in another emergency. This feature of' my present invention is illustrated in connection with a locomotive deriving 1ts powerfrom a steam-boiler, such as 2, having the usual main steam-pipe 3 extending into the steam-dome 4 and controlled by a throttle-valve 5 for throttling the flow of steam into such pipe. Normally this throttleval ve is operated by a manual power-controlleror throttle-valve controller in the form of a throttle-lever 6; The val'vestem 7 of the throttle-valve is connected at its lower end to the usual angle-1e ver 8, which in turn is connected to a piston-rod 9, secured to one side of.

manual controller or throttle lever in this troller, suitable means, such as a U-shapedspring 16, being employed for normally'forcmg .the free ends 17 of the latch -arms. into engagement with the manual controller or throttle-lever 6. The connection betweensaid latch and the manual controller may be efiected in any desi ed way, the controller having in' this case recesses, such as 18, at op- .Dosite sides thereof, into which the rounded free ends of the latch-arms 14 slip-when the throttle-lever is in the proper position. The

spring 16 has suflicient power to maintain the connection between the latch and the manual ,controller or throttle-lever when. said controller is operated manually; but the force of this spring is not sufficient to prevent disconnection of the latch from the manual controller when the piston 10 is automatically operated, as by the admission of fluid-pressure into the cylinder 1 1, substantiallyin the manner disclosed inmy prior patents.

The manual controlleror throttle-lever 6 may be normally locked in any desired position by the usual spring-pressed locking detent or latch 19, coacting with the toothed locking-segment 20 of the well-known construction. At its lower end the manual controller or throttle-lever is shown as pivoted to a guide-link 21,-connected to afixed point, the extreme lower end of the lever being in position to rest on and be stopped by the underlying upper wall of the boiler 2, which serves to locate the aXis of the throttle-lever in the. proper position when said lever is shifted into position to rengage the latch just described forming part of the automatic controlling means.

The automatic control of the vehicle or train is preferably effected by controlling means common to the motive power and the brake system of the vehicle and substantially of'the same construction as the automatic controlling means shown and described in my prior patent, No..735,527, issued August 4, 1903. As in the construction shown in said patent, a common controlling-valve or relief-valve for the throttleevalve of a fluid-pressure engine or steam-engine and for the fluid-pressure brakes of the brake system is placed in the proper pipe of the brake system, which in this case is assumed to be an air-brake system, for the purpose of automatically releasing the air-pressure when the emergency arises, and thereby operating the brakes and also operating the throttlevalve by the air-pressure in said brake system. In this construction this automatic re- .lief-valve is" in'a pipe 22, connectin the brake-pipe or train-pipe 23 with the cy 'nder 1]. at the rear of the iston The stem of this automatic relie -valve is shown at 2 and the valve itselfis controlled by a segment 25, secured to'said valve and meshing with a pinion 26, carrying a stop-arm 27 normally eld by the armature 2.8 of a controlling-elem trom'agnet 29', governed by a danger condi -tron on the line. .T his electromagnet is here connected in=a short circuit on the vehicle, which short circuit is controlled by a trackcircuit in a manner whichwill be hereinafter.

described in detail. The parts just described are so constructed and organized as to permitthe automatic relief-valve to be operated to open communication between the pipe 23 and the cylinder 11 when the stop-arn1 27 is released by the armature 28. Any suitable imzans may be employedfor' effecting this movement of the valve, a spring 30 being shown herein. as connected to the segment 25 and a suitable fixed point for this purpose. When said valve, its segment, and coacting parts are shifted to the positions shown in Fig.

2, the pressure in the train-pipe will be let off throu h the pipe 22 and the ,piston 10 will be moved to the left, as shown in said figure, re-

leasin the two parts of the latch 14 from the thrott e-leyer without moving said lever.

.The movement of the piston 10 to the left'in said figure will continue until the throttlevalveis closed, as shown. The fluid-pressure .or air in the cylinder 11 is 1preferably permitted to escape through an ex aust-port Hi an exhaust-cock 31, similar to that shown in my said prior patent, which also ermits the piston-'10 to be readily-returne to its normal position manually by the throttle-lever. the pipe 23 through the pipe 22 and the cylinder '11 into the air resultsin the automatic application of the brakes of the vehicle or- The manual application of suchv train; brakes under ordinary circumstances-that is, when there is no emergency condition present necessitating the automatic applica tion just described'may be effected in the usual manner by an ordinary manual controller or brakehandle 32, connected "to the usual three-way valve in a casing 33, the

.- brake-pipe or train-pipe 23 being normally in krommunlcatlon through this three-way valve with a pipe 34, leading to an air-reservoir. (Not shown.)

The automatic controlling devices just described for shutting off the power and applying the brakes may be governed by anysuit-'- able means controlled by a danger condition of any kind on the line of way. In the drawings of the present application, however, for

the sake of simplicity the only'danger condi- I tion illustrated is the presence of another yehicle or train on a. block ahead, such vehlcle being indicated by the axle 35,. In this view 7,

The automatic release of the air from one of thetracks of a. railway is illustrated,

'- magnet 29 for stopping the vehicle or train.

The electroma net 41 is located at the entrance of a bloci, and hence governs a track- 'circuit at the end of the block in the rear of the-block-circuit of said electromagnet.

I may'make use of any suitable type of track-circuit for governing the action of the controlling-electromagnet 29, provided that this track-circuit is normally closed and incuited-as,- for example, by the moving 'vehiclewhether said track-circuit is or is not controlled by a block-circuit in advance "thereof, it'being only necessary that such track-circuit shall be capable of indicating some form of danger condition ahead of the cuit having a resistance therein adapted to be short-circuited by the moving vehicle is sufiicient for the purpose of governing the operation of the controlling-electromagnet 29,-=this track-circuit including in this case two track-contacts, such as short rails 42 and 43, in the path of .one or more traveling contact-makers on the vehicle, these rails being'l'dispose'd "side" b side and connected by a resistance 44. circuit two-traveling contact-ma ers-on thevehicle should cooperate, suchv traveling contact-makers being connectedina circuit capable of 'short-circuiting the resistance44 in order to'receive the full strengthl'of the cuit, however, has two differentiated branchesacteristics mayflow, one of these branches being in this case a highresistance track-' signal-operating branch which is normally closed and through which cur-rent normally flows for the-purpose of .holding' a track ,signal, such p ositio'n, ,while, the other branch of said track-"circuit is usuallyof low resistance, is normally open, and is-closed onlyjwhenthe high-resistance branch is rendered ineffe ctive, as by being-cut out inf circuit. In'the system shown both of these'branches are con trolled bythe' armature 46 0f the electrot magnet4-1 this magnet and its armature cone stitutingj a. relay governing the normal can:

. trolling rescues and, also the. differentiated movingtrain. A simple closed track-cirthrough which currenthaving different charf 'as-a semaphore45, in a clear both of, the rails of said track constituting in I cludes a resistance adapted to be short-cirith this t3 e-of trackcurrent. The preferred 1 type vfof trackcirworking or emergency function of the ,trackcircuit, it being evident that when the closed circuit is through the working branch of low resistance a current of maximum efficiency or strength will influence the controlling electromagnet 29 when said magnet is in the field. of action of the track-circuit; Here the armature 46 is normally in contact with a terminal 47, which is connected to a con.-

ductor 48, including a track-signahoperating electromagnet 49. The conductor 48 is connected to a conductor 50, extending to the trackcontact 42, the circuit being continued through the resistsance 44, the other track contact or rail 43, and a conductor 51, including a source of energy or battery 52, this con- ,ductor leading to the armature ,46, which working circuit, owing to the'armature 46. engaging the contact 53- practically instan-.

taneously. The engineer of the approaching train is thus warned by the signal 45 that there is a danger condition ahead,- and unless he stops his train before reaching the trackcontacts 42 and 43 the working current in the'track-circuit will passthrough a short circuit on the train on the engagement of the traveling contact-makers on the train with said track-contacts, and the controllingmagnet 29 will be energized andv the train I automatically stopped by the devices hereinbefore described, practically'all of the resistan'ce of the track-circuit being eliminated at this time, owing to the short-cirouiting of the resistance-coil 44 and the cutting out ofthe high-resistance track-signal-operating magnet 47.

A simple type of electric included traveling contact-makers, may be employed on the vehicle or train for cooperation with the track-circuit or track-circuits and the track-contacts shown herein. In this case this short-circuit for operating the automatic controlling means includes only the contact making or current-collecting devices and a pair of conductors 54 and 55, leading to the controlling-electromagnet 29. Two similar contact-makers are shown in Fig. 3, these being illustrated as collectingwheels carried by one of theforward axles,

such as 56, at "points between the main wheels of said vehicle. v The webs 57 of these collecting-wheels areof metal and-are separated from the rims-58 by insulating matcrial- 59.

circuit, with its These collecting-Wheels are journaled on the axle 56, so as to .be free to turn A thereon, and current is" here transmitted 1 wide-open to the closed position of the throtfrom the rims 58 by collecting springcontacts, such as 60, seciu'cdv to col- I lecting rings, such as 61, fixedo'n but insu lated from-the axle 56, a small collecting-- sponding conduct r 54 or '55.

For the purpos of enabling the engineer or driver of a vehicle or train equipped with automatic controlling means ofthe type disclosed herein. to reset the controlling mechanism on his vehicle without loss of time and.

proceed without unnecessary interruption of the schedule in force on .the road or. which his train is running I provide resettingmeansfor restoring the automatic controlling means on the vehicle to its normal condition;

.This resetting means, as in my prior patent,

No. 735,527, will preferably be controlled by fiuid-pressure from a suitable source-as, for

example, by the pressure in the air-reservoir,

(not shown) the pressure of the air being governed -by a valve operated by the manna controlfler'or throttle-lever when the engineer desires to start the vehicle or train again.

This fluid-pressure controls the closing move ment of the automatic reliei valve and also the resetting of all of the elements of the automatic controlling means on the vehicle in operative condition. In the construction shown a pipe 64 leads from the pipe 34,

(connected with-the air-reservoiiy) and this pipe has at a suitable point a fluidpressurecontrolling valve '65, the other end of the pipe leadinginto one end ot'a small cylinder 66, containing a piston having a valvorcsetting plunger or stei'n 67 secured thereto and projecting through the other end ol the cylituler. On the opening of the automatic relief-valve on an operation of the automatic controlling means, as before described, the plunger 67,- with its piston, will be pushed back by the segment 25 by the action of the spring 30; but when the valve 65 is opened the pressure admitted to the cylinder 66 through the pipe 64 is su'liicient tooverc'ome the pull' of' thespring 30 and force the segment to the position shown in Fig. 1, saidfsegment operating at such time to returnthe stop-arm 27 to its normal position,'wi'th the holding-face thereof in engagemei-it with the armature or detent 28.. This opening of the valve 65 is usually accomplished. by the engineer when he operates the manual controller or throttlelevcr to open the throttle-valve and start the vehicle'or train. For the purpose of opening said valve 65 I have shown at 6.8 a short hooked lever rest-ing on the stem 69 of the valve 65 and-operative to open said valve bv depressing said valve-stem. 6 has at the lower end thereof a b v-pass uctuntor orpawl 70,- which .in moving from the While the lever le-lever passes by lever 68, but in moving from the closed to the open position forces said hooked lever down and opens the valve 65, whereupon the air is admitted-through the pipe 64 into the cylinder 66-, and the plunger 67 is forced out to resetthe gear-segment 25 and the parts p ontrolled thereby in'the positions shown in ig. 1. v

As before stated, it is of great importance not only that the. automatic controlling means shall be'operated' each time that there is a danger condition ahead of the vehicle or train, but also that the fact that such a danger condition has caused the operation of the automatic controlling means and has continued to govern the same until the resetting of the automatic controlling means shall be permanently recorded as a check upon the the engineer or motorman. hen resetting means 'of the type herein described is employed for permitting the restarting of a veicle or train at the 'ment after an automatic or, emergency application of the controlling means has been effected, the operation'of any recording means adapted to record the fact that an emergency application of the automatic controlling means has taken place and the durationof .such application is greatly modified as compared with" the operation of recording means included in a system in which such resetting means is not embodied; The principal reason for this is that the recording device is usually in action throughout-the period in. which the automatic controlling me ans is in the condition'shown in Fig. '2, and when the elements of the automatic controlling means are quickly restored to their normal positions by resetting means governed. directly by the manual controller or throttle-lever the recording means will be restored to the normal condition at the instant of resetting.

Any suitable means may be employed for recording the operations of the automatic controlling means ;.'but'l prefer to employ recording means connected in a short circuit on the vehicle, which short circuit ,is gover-ned by current in-the track circuit and is adapted to short-circui'tthc resistance 44 in the same manner as the short circuit containing the controlling-magnet 29. shown, this recording means is vpreferably i n.

' cluded in a parallel branch of; the same electric circuit or short circuit as. that which includes the controlling-magnet 29,"'conductors 7'1 and 72 being connectedto the conductors 54 and 55 and including between the'ma device for controlling the recording means, this device being here shown as an electromagnet 7 3. This electromagnet 1s preferably part of a recording apparatus, which is inclosed in a locked casing, such as 7 4, the

the contents of the hooked end of the 7 6, said clockwork earliest practical mo As here troller releasable as a engineer or mqtorman, but being capable of belng unlocked only by a key or combination in the possession of a superior oflicer of the 1 oad. The recording means will preferably inr elude a time-train, W ich in this case is secured to'theback of a substantlally central partition lines at 77. This clockwork serves to impart movement to a feed-roll or equivalent device for feeding a record medium, such as a web of aper 81-, from one point to another. We of paper may be in the form of a roll and may be fed from a suitable supply-point to and wound upon a receiving spindle or roll, such as 83, this latter bein the feed-roll and being positively actuated y the clockwork.

being indicated in dotted Thls Inits passage from the supply-point to the receiving-point the web passes over an intermediate guide-roll or supporting-roll, such as S2, at which point the record may be made thereon. This record may be made in any suitable way-as, for example, by a recording' device 84 in the form of a stylus secured to one endof the armature 85 of the electromagnet 7 3, this armature being normally retracted by a spring'86 to hold the recording device or stylus away from the record medium. On the energization of the electromagnet 73 by the devices before described controlled by a danger condition ahead of-the train thezarmature 85 will be attracted by the ma net and the recording device or stylus will loe forced into contact with the record medium and will make a record thereon. After the electromagnet 7 3 hasenergized its armature 85 in this manner said armature should be held in this position until the resetting means-operates again. T he-ho'lding of this circuit may be effected by the stoparm 27, which when in the position shown In Fig. 2 is adapted to close a circuit through a pair of contacts 87, conductors 88 and 89, and the battery 90, these conductors being connectedto the conductors 71 and 72. circuit thus closed maintains the electromagnet 73 energized untilthe stop-arm 27 and.

associated parts are restoredto their normal positions by. the resetting-means, thiseircuit thus constituting a lockmg-circuit for mamtainmg the recordingv devlce 1n contact w th the record medium,

In order to prevent tampering with the conductors: oft-he controlling means, all of the wires before described may be run through conduits of metal'or other material, if desired.

-. What I claim is-- 1. Means for controlling the movement of a railway-vehicle,said means embodying a manual controller and an automatic conwhole from, and normally connected to, said manual 2. Means for controlling the-movement of la raihvay-vehicle, said means embodying a ananual controlhn -lev.e'r and an automatic controller releasab eras a'yvhole from, and

The 7 controller,

ire

normally connected to, said manual controlling-lever.

3. Means for controlling the movement of -a railway-vehicle, said means embodying a manual controlling-lever, an automatic contreller, and a latch normally connected to said manual controlling-lever and said auto- [source of fluid-pressure, a throttle-valve, a ,throttle lever, and an automatic controller releasable as a whole from,'and normally connected to, said throttle lever;

5. Means for controllingthe movement of a railwayvehicle, said means embodying a source of fluid-pressure, athrottle-va'lve, a throttle-lever, an automatic controller, and a latch normally connected to said throttlelever' and said automatic controller but releasable as awhole from one of them and having a releasing movement governed by saldautomatic controller.

6. ,The combination with a line of way and with a power-operated vehicle movable therealong, of manual and automatic controllers for governing the movement of said vehicle, said automatic controller being releasable as a whole from, andnormally connected to, said manual controller, automatic controlleractuating means governed by a danger con- (lition on the line of way, and automatic controller-resetting means.

7. The combination with a line of way and with avehicle movable therealong and operated by fluid-pressure, of a throttle-valve, a

throttle-lever, an automatic controller releasable as a whole from, and normally connected to, said throttle-lever, automatic controller-actuating means governed bya danger condition on the line of way, and automatic controller-resetting means governed by said throttle-lever.

8. The combination with a line of way and with a vehicle movable therealong and oper ated by fluid-pressure, of a throttle-valve, a throttle-lever, an automatic power-controller releasable as a whole from, and normally connected to, said throttle-lever, a brake-lever, an automatic brake-controller, means governed by a danger condition on the line of way for actuating said automatic power and brake controllers, and resetting means governing said automatic power and brake controllers.

9. The combination with a line of way and with a vehicle movable therealong, of a manual power-controlling lever, an automatic power-controller releasable as a whole from, and normally connected to, said manual controlling-lever, a manual brake-controller, an.

automatic brake-controller, means governed vehicle, sai

by a danger condition on the line of way for actuating said automatic power and brake controllers, and resetting means governing said automatic power and brake controllers.

].0.' The combination with a line of way and with a power-operated vehicle movable therealong, of manual and automatic controllers for overning the .movement of said automatic controller being releasable as a whole from, and normally connected to, said manual controller, automatic controller-actuating means governed by a danger condition on the line of way, n automatic controller-resetting device operated'b fluid-pressure, and a fluid '-pressure-contro ling valve governed by. the anual controller.

11. The combination Wit-1, a line of way and with a poweroperated' vehicle movable therealong, of a manual controlling-lever for. governing the movement of said vehicle, an automatic controller normally connected to said manual controlling-lever and releasable as a whole therefrom vfluid-p'ressure and automatic controller-actuating means governed by a danger condition on the line of way, and automatic controller resetting means governed by the manual controller.

12. The-combination with a'line of way and with a power-operated vehicle movable therealong, ot' a manual power-controlling lever, an automatic power-controller releasable as a whole from, and'normally connected to, said manual controlling-lever, a fluidpressure brake system, a manual brake-controller, an automatic brake controller oper ated by fluidpressure from said brake system, actuatingmeans governmg said automatic power and brake controllers and gov-- erned by a danger condition on the line-of way, and automatic controllerresetting means governed by the manual controller.

13. The combination with a line of Way and with a power-operated vehicle movable therealong, of a manual controller for governing the movement of said vehicle, automatic controlling means governed by a danger condition on the line of way and also gov'-- erning the movement of said vehicle, means for resetting said automatic controlling means, and means for recordingthe operations of said automatic controlling means.

14. The combination with a line of way and with a power-operated vehicle movable therealong, of a manual controller for governing the movement of saidvehicle, automatic controlling means governed by a danger condition on the line of way and also governing the movement of sald vehicle, manually-operated means for resetting 'said auto- ITlalJlC controlling means, and means .for recording the operations of said automatic controlling means. Q

15. The combination with a line of Way and with a power-operated vehicle movable therealong, of a manual controlling-lever I ling means, recording means for recording the ger condition on the line of way and also governing the movement of said. vehicle, means governed by said manual controller for resetting said automatic controlling means, and means for recording the operations of said automatic controlling means.

16. The combination with a line ofway and witha power-operated vehicle movable for governing the movement of said vehicle, automatic controlling means governed by a danger condition on the lineoi way and also governing the movement of said vehicle and embodying-an. element releasable from, and normally connected to, said manual controlling-lever, manually-operated nieans for resetting said automatic controlling means, and means for recording the operations'of said automatic controlling means.

17 The combination with a line of way and with a power-operated vehicle movable therealong and operated by fluid-pressure, of

'a throttlevalve, a throttle-lever, automatic controlling means governed by a danger condition on the line of way and also governing the movement of said vehicle and embodying an element releasable from, and normally connected to, said throttle-lever, manuallyoperated means for resetting said automatic controlling means, and means for recording the operations of said automatic controlling means. i

18. The combination with a line of way and with a power-operated vehicle movable therealong and operated by fluid-pressure, of a throttlevalve, a throttle-lever, automatic conrolling means governed by a danger condition on the line f way and also governing the movement of said vehicle and embody ing an element releasable from, and'normally connected to, said tl'irottlelever, resetting means governed by said throttle-lever for reconnecting said throttle-lever and said releasable element of the automatic controlling means, and means for recording the operations of said automatic controlling means.

19. The combination with a line of way and with a power-operated vehicle movable therealong, of automatic controlling means governed by a danger condition on the line of Way and governing the movement of said vehicle, means for resetting said automatic controlling means, recording means for recording the operations of said automatic controlling means, and a locked casing mclosmg said re-' cording means.

20.'The combination with a line ofway and with a power-operated vehicle movable therealong, of automatic controlling means governed by a danger condition on 'the'line of Way and governing the movement of said vehicle, means for resetting said automatic controlling means, recording means for recording the operations of said automatic controlling means, a time-train for controlling the movement of the record medium, and a locked casing inclosing said recording means and timetrain. y

21. The combination with a line of way and with a power-operated vehicle movable therealong, of automatic controlling means governing the movement of said vehicle, means for resetting said automatic controloperations of said automatic controlling means, and an electric circuitgoverned by a danger condition on the line of way and governing the operations of said controlling means and recording means.

22. The combination with a line of way and with a power-operated vehicle movable therealong, of automatic controlling means governing the movement of said vehicle, meansfor resetting said automatic cont-rolling means, recording means-tor recording the operations of said automatic controlling means, i and an electric circuit on the vehicle and governed by a danger condition on the line of way and governing the operations of said controlling means and recording means.

23. The combination with a line of way and with a power-operated vehicle movable therealong, of automatic controlling means governing the movement of said vehicle, means for resetting said automatic controlling means, recording means for recording the danger condition on the line of way and having two parallel branchesgoverning respectively' the operations of said. controlling means and recording means.

24. The combination with a line of way and with a power-operated vehicle movable therealong, of a normally closed track-circuit including a resistance, an automatic controller governing the movement of said vehicle, recording means for recording the operations of said automatic controller, and a short-cir cuit governing the operations of said controller and controlled by current in the track-circuit and adapted to short-circuit'said resistance.

-25.The combination with a line of way and with a power-operated vehiclemovable therealong, of a normally closed track-circuit including a resistance an automatic control? ler governing the movement of said vehicle, recording means for recording the operations of saidiautomatic controller, and ashort-cir current in the 'tra'c k circuit and adapted; to short-circuit said'resistance;

if {26.} The combinationwith a line of and With a power-operated vehicle movable therealong, of a n'ormally'closed track-circuit including a resistance, a short-circuit controlled by current 'in the track-circuit and adapted to short-circuit said resistance and having two parallel branches, an automatic controller governing the movement of said vehicle and governed by one of said parallel branches, and recording means, governed by the other of said parallel branches,;tor recording the operations of said automatic con troller. i v

2-7. The combination with a line of ,Way and with a power-operated vehicle movable therealong, of a manual controller for governing the movement of said vehicle, automatic controlling means governed by a danger condition on the line of Way and also governing the movement of said vehicle, means for re setting said a'utomatic controlling means, means-for recording the operations oi said au-' .tomatic controlling means, and means for maintaining such recording means in action until the resetting means is operated.

28. The combination with a line of" way andwith a power-operated vehicle movable therealong, of a manual controller for governing the, movement of said vehicle, automatic controlling means governed b v a danger condition on the line of way and also C W- erning the movement-of said vehicle, means for resetting said automatic controlling means, means for recording'the operations r of said automatic controlling -means, and

means governed by such automatic controlling means for maintaining such recording means in action until the recording means is operated. I

29. The combination with aline of way and With a power-macrated vehicle movable therealong, of a manual controller for go'v erning the movement of said vehicle, auto matic controlling means governed by a danger condition on-the line of way and also go erning'the movement of said vehicle, manually-operated means for resetting said auto: matic controlling means, means for record ing the operations of said automatic controlling means, and means governed by said automatic controlling means for maintaining such recording means in action until the resetting means is operated.

30.. The combination with a line of way and With a power-operatedvehicle movable therealong, of a manual controller for governing the movement of said vehicle, automatic controlling means governed by a danger condition on the line of way and also governing the movement of said vehicle, means for, resetting said automatic controlling means, means for recording the operations of said automatic controlling means, a timetrain for controlling he. movements of a record medium, and means for maintaining such recording means in action until the resetting means is operated.

31. The combination with a line of way and with a power-operated vehicle movable therealong, of a manual controller for governing the movement of said vehicle, automatic controlling means governed by dane ger condition on the line oi way and also gov erning the movement of said vehicle, means for: resetting said automatic controlling nie-a-ns,nieans for recording the operations of said automatic controlling means, and means for i-namta ning such recording means in action until the return of thea'utoniatic controlling means to its normal position.

32. The combination with a line of wa v and with a power-operated vehicle movable therealong, of a manual controller for governing the movement of said vehicle, automatic controlling means'governed by a danger condition on the line of way and also governing the movement of said vehicle, means for. resetting said automaticcontrolling means, means f or recording the operations of said automatic controlling means, and means for returning the recording means to its normal position on the resetting of the automatic controlling means.-

Signedat New York, in "the county of New York and State of New York, this ZTth-dav of February, A. D. 1905.

FRANK E. K I NSMAN Witnesses C. S. CHAnPIoX, R. (n.mmox. 

